Water-ballasted protection barriers and methods

ABSTRACT

A water-ballasted molded plastic barrier system incorporates barrier segments wherein each segment employs a sawtooth reflective design, designed to prevent the tire of a vehicle, impacting the barrier, from climbing up the side of the barrier segment. Adjacent barrier segments are attached together using an interlocking knuckle design, having a lug pin connection system. Wire rope cable assemblies are internally molded into each barrier segment to create an impenetrable cable fence. The wire rope cable assemblies include steel bushings which are molded into the interlocking knuckles to further strengthen the barrier system.

This application is a continuation application under 35 U.S.C. 120 ofcommonly assigned U.S. patent application Ser. No. 12/699,770, entitledWater-Ballasted Protection Barriers and Methods, filed on Feb. 3, 2010,which in turn, claims the benefit under 35 U.S.C. 119(e) of the filingdate of Provisional U.S. Application Ser. No. 61/149,524, entitledWater-Ballasted Protection Barriers and filed on Feb. 3, 2009. Thisapplication is also a continuation-in-part under 35 U.S.C. 120 of U.S.application Ser. No. 12/179,451, entitled Water-Ballasted ProtectionBarrier, filed on Jul. 24, 2008, and now U.S. Pat. No. 7,931,422, which,in turn, is a continuation-in-part of prior U.S. patent application Ser.No. 11/233,387, entitled Water-Ballasted Protection Barrier, filed onSep. 21, 2005, and presently pending. The '451 application also claimsthe benefit under 35 U.S.C. 119(e) of the filing date of ProvisionalU.S. Application Ser. No. 60/961,775, entitled Water-BallastedProtection Barrier, and filed on Jul. 24, 2007. All of the abovereferenced applications are commonly assigned herewith and hereinexpressly incorporated by reference, in their entirety.

BACKGROUND OF THE INVENTION

The present invention relates generally to vehicle protection barriers,and more particularly to movable water ballasted vehicle trafficprotection barriers for applications such as pedestrian protection,traffic work zone separation, airport runway divisions, and industrialcommercial uses.

Water ballasted vehicle traffic protection barriers of the typedescribed herein are known in the prior art. Generally, such barriersare comprised of molded, lightweight plastic, and are hollow, having afill port for filling them with water to ballast them in place. Thebarriers are fabricated to be sectional and modular, so that, onceplaced in a desired location, they can be attached together lengthwiseto create a barrier of any desired length.

Prior art water ballasted barriers of this type have a certain utility,but have been plagued with durability problems, and have difficultymeeting current federal highway safety standards, specifically theFederal Highway Administration Standards of Report NCHRP 350. Failure ofa barrier to meet these standards excludes the barrier from use on anyhighway project which is funded in whole or in part by federal highwayfunds, and thus severely limits that barrier's usefulness. Typically,failures occur because the barrier cannot pass vehicle impact testsrequired under NCHRP 350 standards. Test level 1 (TL-1) standardsrequires an 820 kg vehicle to impact the water wall barrier at 50kilometers per hour (kph) at an impact angle of 20 degrees, and a 2000kg vehicle to impact the water wall barrier at 50 kph at an impact angleof 25 degrees. Test level 2 (TL-2) standards require an impact velocityof 70 kph, with the same vehicle weights and impact angles as for TL-1tests. Test level 3 (TL-3) standards require an impact velocity of 100kph, again with the same vehicle weights and impact angles as for TL-1and TL-2 tests. To pass these impact tests, the barrier must keep theimpact vehicle from penetrating and driving over the water wall, as wellas keeping the impact vehicle from rolling over on its side or roof.Additionally, occupant velocity must not exceed 12 m/s, and theride-down acceleration must not exceed 20 g.

What is needed, therefore, is an improved water ballasted protectionbarrier system which can successfully meet the TL-1, TL-2, and TL-3 teststandards described above.

SUMMARY OF THE INVENTION

Accordingly, there are disclosed herein two embodiments of a waterballasted protection barrier system which are together capable ofmeeting all three test standards discussed above.

More particularly, there is provided a barrier segment which is hollowand adapted to be filled with a fluent material for ballast. The barriersegment comprises a molded plastic container having outer walls definingan interior volume and having a first end and a second end. A pluralityof connecting lugs are disposed on each of the first and second ends, sothat a plurality of barrier segments may be joined together. A length ofmetallic cable, preferably stainless steel wire rope cable or galvanizedsteel and stranded wire for corrosion resistance, comprising a pluralityof ⅜ inch 7×19 strands, is molded within the molded plastic container,so that most of the length of metallic cable is entirely disposed withinthe interior volume of the container, along substantially an entirelength of the container between the first and second ends thereof.

Preferably, a loop of cable is disposed at each end of the length ofcable, wherein each of the loops are wrapped about a pin hole disposedin one of the lugs. The length of metallic cable is connected betweenopposing lugs on the first and second ends of the container. Inpreferred embodiments, additional lengths of metallic cable areprovided, wherein there is a length of metallic cable connected betweeneach pair of opposing lugs on the first and second ends of thecontainer.

A hole is molded into in each of the connecting lugs, for receiving aconnecting pin. In some applications, the inventive barrier includes afence post adapted for disposition over a top end of a connecting pin,for supporting a fence above the barrier segment.

An important feature of the invention is the inclusion of a drainaperture in one of the outer walls of the barrier segment. A closure isprovided for closing and sealing the drain aperture. Advantageously, thedrain aperture comprises buttress threads disposed on an interiorsurface of the drain aperture. Threads are disposed on an outer surfaceof the closure, for engaging the buttress threads to secure the closuresealingly relative to the drain aperture. The buttress threads arecoarse and square cut, with flat edges.

Another advantageous feature of the invention is the provision of arecess disposed on the barrier segment outer wall, surrounding the drainaperture, having a depth sufficient so that when the closure is engagedwith the drain aperture to close same, an outer surface of the closureis approximately flush with adjacent non-recessed portions of the outerwall.

In another aspect of the invention, there is provided a barrier segmentwhich is hollow and adapted to be filled with a fluent material forballast. The barrier segment comprises a molded plastic container havingouter walls defining an interior volume and having a first end and asecond end. The outer walls have a plurality of sawtooth segmentsdisposed thereon, which are arranged vertically and extend outwardly anddownwardly in order to deflect vehicles impacting the barrier segment ina downward direction. Preferably, there are three sawtooth segmentsdisposed on each lengthwise outer wall.

A length of metallic cable is preferably molded within the moldedplastic container, so that most of the length of metallic cable isentirely disposed within the interior volume, along substantially anentire length of the container between the first and second ends.

In still another aspect of the invention, there is provided a barriersegment which is hollow and adapted to be filled with a fluent materialfor ballast. The barrier segment comprises a molded plastic containerhaving outer walls defining an interior volume and having a first endand a second end. A plurality of connecting lugs are disposed on each ofthe first and second ends, so that a plurality of barrier segments maybe joined together. Each of the connecting lugs comprises a hole forreceiving a connecting pin therethrough, and a double-walled reinforcingportion adjacent to the hole on the lug. A recessed section is disposedon an outside of each lug, which creates the double-walled reinforcingportion. A concave female portion on each end of the barrier segment,adjacent to said lugs, provides beneficial effects when a barrier formedby multiple barrier segments, joined end-to-end, is impacted by avehicle, as described more fully hereinbelow.

Preferably, each lengthwise outer wall is formed in a verticallyoriented concave curved shape. A concave center portion of eachlengthwise outer wall has a curve radius of 24¾ inches.

In preferred embodiments, a length of metallic cable is molded withinthe molded plastic container, so that most of the length of metalliccable is entirely disposed within the interior volume, alongsubstantially an entire length of said container between the first andsecond ends.

In yet another aspect of the invention, there is disclosed a method ofmaking a barrier segment for use in creating a roadside barrier system.This method comprises steps of disposing at least one wire rope cablewithin a mold tool, and using the mold tool to mold a plastic hollowcontainer. When the molding step is completed, the wire rope cable isirremovably disposed within the plastic hollow container. The disposingstep preferably comprises disposing a plurality of wire rope cableswithin the mold tool.

In still another aspect of the invention, there is provided a barriersegment which is hollow and adapted to be filled with a fluent materialfor ballast. The barrier segment comprises a molded plastic containerhaving outer walls defining an interior volume and having a first endand a second end. A plurality of connecting lugs are disposed on each ofthe first and second ends, so that a plurality of barrier segments maybe joined together. A drain aperture is disposed in one of the outerwalls of the barrier segment, and a closure is provided for closing andsealing the drain aperture. Advantageously, buttress threads aredisposed on an interior surface of the drain aperture. Threads aredisposed on an outer surface of the closure, for engaging the buttressthreads to secure the closure sealingly relative to the drain aperture.The buttress threads are coarse and square cut, with flat edges. Anotheradvantageous feature of the invention is that a recess is disposed onthe barrier segment outer wall, surrounding the drain aperture, having adepth sufficient so that when the closure is engaged with the drainaperture to close same, an outer surface of the closure is approximatelyflush with adjacent non-recessed portions of the outer wall.

In another aspect of the invention, there is provided a barrier segmentwhich is hollow and adapted to be filled with a fluent material forballast. The barrier segment comprises a molded plastic container havingouter walls defining an interior volume and having a first end and asecond end, and a plurality of connecting lugs disposed on each of thefirst and second ends, so that a plurality of barrier segments may bejoined together. A length of metallic cable, preferably comprising wirerope cable formed of a plurality of strands of galvanized steel, ismolded within the molded plastic container, so that most of the lengthof metallic cable is entirely disposed within the interior volume, alongsubstantially an entire length of the container between the first andsecond ends. A bushing is advantageously molded into one of theconnecting lugs on the first end of the barrier segment to form achannel through which a pin can be extended to secure the lug to anotherlug, wherein an end of said metallic cable is attached to the bushing. Asecond end of the length of metallic cable is connected to a secondbushing molded into a corresponding connecting lug disposed on thesecond end of the barrier segment.

Preferably, additional lengths of metallic cable are disposed in thebarrier segment, wherein there is a length of metallic cable connectedbetween each pair of opposing lugs on the first and second ends of thecontainer. There is a bushing disposed in each connecting lug of thebarrier segment.

The end of cable is wrapped about a periphery of the bushing andconnected to the cable to form a loop of cable securing the cable to thebushing. It is preferably swaged or clamped to the remaining cable tosecure the loop of cable in place about the bushing. The bushing furthercomprises, in a preferred embodiment, an enlarged step at each endthereof. The bushing is encased in molded plastic, wherein the moldedplastic encasing the bushing is thicker around each of the enlargedsteps than around remaining portions of the bushing. The metallic cableis encased in molded plastic.

The outer walls of the inventive barrier segment preferably has aplurality of sawtooth segments disposed thereon, which are arranged inspaced relation vertically and extend inwardly and upwardly in order todeflect vehicles impacting the barrier segment in a downward direction.

The inventive barrier segment preferably comprises a plurality ofstacking lugs disposed in spaced relation on a top surface of thebarrier segment, and a corresponding plurality of stacking recessesdisposed in spaced relation on a bottom surface of the barrier segment,wherein when two of the barrier segments are stacked vertically, thestacking lugs on the bottom barrier segment engage with thecorresponding stacking recesses on the top barrier segment.

In yet another aspect of the invention, there is provided a barriersegment which is hollow and adapted to be filled with a fluent materialfor ballast. This barrier segment comprises a molded plastic containerhaving outer walls defining an interior volume and having a first endand a second end. The outer walls have a plurality of sawtooth segmentsdisposed thereon, which are arranged in vertically spaced relation andextend inwardly and upwardly in order to deflect vehicles impacting thebarrier segment in a downward direction. In a preferred configuration,there are two sawtooth segments disposed on each lengthwise outer wall.A length of metallic cable is molded within the molded plasticcontainer, so that most of the length of metallic cable is entirelydisposed within the interior volume, along substantially an entirelength of the container between the first and second ends.

In still another aspect of the invention, there is provided a wire ropecable assembly for use in a molded plastic hollow barrier segment, whichcomprises a length of metallic cable having opposed ends, a firstbushing connected to a first one of the opposed ends, and a secondbushing connected to a second one of the opposed ends. The cable at thefirst opposed end comprises a first loop wrapped about a periphery ofthe first bushing and connected to itself to secure the loop, and thecable at the second opposed end comprises a second loop wrapped about aperiphery of the second bushing and connected to itself. On each of theopposed ends of the cable, the cable end is swaged or clamped to theremaining cable to secure the loop of cable in place about thecorresponding bushing. Advantageously, each of the first and secondbushings further comprises an enlarged step at each end thereof.

In another aspect of the invention, there is disclosed a method ofmaking a barrier segment for use in creating a roadside barrier system,which comprises a step of disposing at least one wire rope cable, whichis connected on an end thereof to a bushing, within a mold tool, andusing the mold tool to mold a plastic hollow container. As a result,when the molding step is completed, the wire rope cable and bushing areirremovably disposed within the plastic hollow container. The swagingstep preferably further comprises a step of swaging the end of the wirerope cable to the bushing, thereby forming a cable loop around aperiphery thereof. Additionally, the method includes another step ofswaging an opposed end of the wire rope cable to a second bushing,thereby connecting the second end to the second bushing and forming asecond cable loop around a periphery thereof. The disposing step furthercomprises a step of stretching the wire rope cable and attached bushingsacross the mold, so that the cable is relatively taut.

Preferably, the disposing step also comprises disposing a plurality ofwire rope cables and connected bushings within the mold tool. The usingstep comprises rotationally molding the barrier segment. As a result,the molding step encapsulates the wire rope cable and bushing assembliesin plastic.

The invention, together with additional features and advantages thereof,may best be understood by reference to the following description takenin conjunction with the accompanying illustrative drawing.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an end elevation view showing a configuration of a waterbarrier segment constructed in accordance with one embodiment of thepresent invention;

FIG. 2 is a perspective view of a portion of the barrier segment of FIG.1;

FIG. 3 is a perspective view of the barrier segment of FIGS. 1 and 2;

FIG. 4 is a front elevation view of the barrier segment of FIG. 3;

FIG. 5 is a left end elevation view of the barrier segment of FIGS. 1-4;

FIG. 6 is a right end elevation view of the barrier segment of FIGS. 1-4

FIG. 7 is a front elevation view showing two barrier segment such asthat shown in FIG. 4, wherein the segments are detached;

FIG. 8 is a front elevation view similar to FIG. 7, showing the barriersegments after they have been attached to one another;

FIG. 9 is a perspective view, in isolation, of an interlocking knucklefor use in attaching two barrier segments together;

FIG. 10 is a cross-sectional view showing a double wall reinforcementarea for a pin lug on the barrier segment;

FIG. 11 is a front elevation view similar to FIG. 7 showing a barriersegment;

FIG. 12 is a plan view from the top showing two connected barriersegments rotating with respect to one another upon vehicular impact;

FIG. 13 is a cross-sectional plan view taken along lines A-A of FIG. 8,after vehicular impact and relative rotation of the two barriersegments;

FIG. 14 is a cross-sectional plan view of the detail section C of FIG.13;

FIG. 15 is an elevation view of a barrier segment of the type shown inFIG. 7, showing some of the constructional details of the segment;

FIG. 16 is a top plan view of the barrier segment of FIG. 15;

FIG. 17 is an end elevation view of the barrier segment of FIG. 15;

FIG. 18 is a perspective view showing three barrier segments securedtogether;

FIG. 19 is a perspective view of a second, presently preferredembodiment of a barrier segment constructed in accordance with theprinciples of the present invention;

FIG. 20 is a front elevation view of the barrier segment shown in FIG.19;

FIG. 21 is an end elevation view of the barrier segment shown in FIGS.19-20;

FIG. 22 is a top plan view of the barrier segment shown in FIGS. 19-21;

FIG. 23 is a perspective view of the barrier segment shown in FIGS.19-22, taken from an opposing orientation;

FIG. 24 is an end elevation view of the barrier segment of FIG. 23;

FIG. 25 is a sectioned perspective view of the barrier segment of FIG.23, showing internal constructional features of the barrier segment, andin particular a unique cable reinforcement system;

FIG. 26 is a front sectioned view of the barrier segment of FIG. 25;

FIG. 27 is a sectioned detail view of the portion of FIG. 26 identifiedas detail A;

FIG. 28 is a perspective view of the barrier segment of FIGS. 19-27;

FIG. 29 is a top plan view of the barrier segment of FIG. 28;

FIG. 30 is a sectioned detail view of the portion of FIG. 29 identifiedas detail A;

FIG. 31 is a perspective view showing three barrier segments securedtogether;

FIG. 32 is a front elevation view of a barrier segment constructed inaccordance with the principles of the invention, in which is disposed adrain aperture having an inventive buttress thread configuration;

FIG. 33 is an enlarged view of the drain aperture of FIG. 32; and

FIG. 34 is an enlarged perspective view of the drain aperture of FIG.32;

FIG. 35 is an isometric view of another modified embodiment of afluid-ballasted barrier segment constructed in accordance with thepresent invention;

FIG. 36 is a cross-sectional isometric view taken along lines A-A ofFIG. 35, illustrating certain interior features of the barrier segmentof FIG. 35;

FIG. 37 is a plan view illustrating the construction of a presentlypreferred configuration for the wire rope assembly of the presentinvention, in isolation;

FIG. 38 is a top view of the assembly illustrated in FIG. 37;

FIG. 39 is an enlarged view of the portion of FIG. 37 denoted by thecircle A;

FIG. 40 is an isometric view of the assembly illustrated in FIGS. 37 and38;

FIG. 41 is an enlarged isometric view of the portion of FIG. 40 denotedby the circle B;

FIG. 42 is a plan view illustrating two of the barrier segments of thepresent invention in a vertically stacked configuration; and

FIG. 43 is an end view of the stacked array of FIG. 42.

DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring now more particularly to the drawings, there is shown in FIGS.1-3 and 15-17 a water-ballasted barrier segment 10 constructed inaccordance with one embodiment of the present invention. The illustratedbarrier segment preferably has dimensions of approximately 18 in. W×32in. H×78 in. L, with a material thickness of about ¼ in. The materialused to fabricate the segment 10 may be a linear medium densitypolyethylene, and is preferably rotationally molded, although it mayalso be molded using other methods, such as blow molding. The segment 10preferably has an empty weight of approximately 75-80 lb., and a filledweight (when filled with water ballast) of approximately 1100 lb.

Particularly with respect to FIGS. 1-2, the barrier segment 10 has beenconstructed using a unique concave redirective design, wherein outerwalls 12 of the barrier segment 10 are configured in a concave manner,as shown. In a preferred configuration, the concave section isapproximately 71 inches long, and runs the entire length of the barriersegment. The concave section is designed to prevent the tire of avehicle, impacting the barrier along the direction of arrow 14, fromclimbing up the side of the barrier segment, by pocketing the tire inthe curved center portion of the barrier wall 12. When the vehicle tireis captured and pocketed inside the curved portion, the reaction forceof the impact then diverges the vehicle in a downward direction, asshown by arrow 16 in FIG. 1. The concave diverging design will thusassist in forcing the vehicle back toward the ground rather than up theside of the water barrier segment 10. In a preferred configuration, asshown in FIG. 1, the concave center portion of the outer wall 12 has acurve radius of approximately 24¾ in., and is about 23 inches in height.

FIGS. 3-11 illustrate an interlocking knuckle design for securingadjacent barrier segments 10 together. The interlocking knuckle designis a lug pin connection system, comprising four lugs 18 disposed ininterweaved fashion on each end of the barrier segment 10. Each lug 18is preferably about 8 inches in diameter, and approximately 2 inchesthick, although various dimensions would be suitable for the inventivepurpose. To achieve the interweaved effect, on a first end 20 of thebarrier segment 10, the first lug 18 is disposed 4 inches from the topof the segment 10. The remaining three lugs 18 are equally spacedvertically approximately 3½ inches apart. On a second end 22 of thebarrier segment 10, the first lug 18 is disposed about 7 inches from thetop of the barrier segment 10, with the remaining three lugs 18 beingagain equally spaced vertically approximately 3½ inches apart. Thesedimensions are preferred, but again, may be varied within the scope ofthe present invention.

When the ends of two adjacent barrier segments 10 are placed together,as shown sequentially in FIGS. 7 and 8, the complementary lugs 18 on themating ends of the adjoined segments 10 slide between one another ininterweaved fashion, due to the offset distance of each lug location, asdescribed above, and shown in FIGS. 4 and 7. The lugs' dimensionaloffset permit each segment 10 to be linked together with one lug atop anadjacent lug. This results in a total of eight lugs on each end of thewater barrier segment 10 that lock together, as see in FIG. 8. Each lug18 has a pin receiving hole 24 disposed therein, as best shown in FIG.10. When the eight lugs 18 are engaged, as discussed above, upon theadjoining of two adjacent barrier segments 10, these pin receiving holes24, which are preferably approximately 1½ inches in diameter, and aredisposed through the two inch thick portion of the lug 18, correspond toone another. Thus, a T-pin 26 is slid vertically downwardly through thecorresponding pin receiving holes 24 of all eight lugs or knuckles 18,as shown in FIG. 8, in order to lock the two adjoined barrier segments10 together.

To reduce the bearing load on the pin lug connection, a double wallreinforcement 28 is included on the backside of the hole 24 on the lug18, as shown in FIG. 10. The double reinforced wall is created bymolding an indentation 30 on an outer curved section 32 of the lug 18,as shown in FIG. 9. The removal of material on the outside curvedsection 32 of the lug 18 creates a double reinforced wall on the insidesection of the lug. The wall created by the recessed section 30 on theoutside of the lug creates a reinforcement section 28 against thevertical hole 24 in the lug 18, as shown in sectioned FIG. 10. Bycreating this double wall reinforcement section 28, the T-pin 26 has twoapproximately ¼ inch thick surfaces to transfer the load to the T-pin 26during vehicular impact. This arrangement will distribute the bearingload over a larger area, with thicker material and more strength.

During impact, the water barrier can rotate at the pin lug connection,resulting in large stresses at the pin lug connection during maximumrotation of the water wall upon impact. To reduce the stresses at thepin lug connection, a concave inward stress transfer zone is formedbetween the male protruding lugs 18, as shown in FIGS. 12-14. Theconcave inward section creates a concave female portion 34 at the endsof each water wall segment where the male end of each lug 18 will slideinside when aligned, as illustrated. Before vehicular impact, the malelugs 18 are not in contact with any surface inside the concave femaleportion 34 of the barrier segment 10. However, when the segment 10 isimpacted, and is displaced through its full range of rotation(approximately 30 degrees), as shown in the figures, the external curvedsurface of the male lugs will come into contact with the externalsurface of the inside wall of the concave female portion, as shown inFIG. 14. This transfers the load from the pin lug connection to the lugcontact point of the male/female portion. By transferring the load ofthe vehicular impact from the pin lug connection to the female/malecontact point, the load is distributed into the male/female surfacecontact point before the pin connection begins to absorb the load. Thissignificantly reduces the load on the T-pin 26, preventing the pinitself from bending and deforming during the impact.

To accommodate the ability to dispose a fence 36 or any other type ofdevice to block the view on ones side of the barrier 10, the t-pins 26are designed to support a square or round tubular fence post 38, asshown in FIG. 18. The tubular post 38 is adapted to slip over the t-pin,with suitable retaining structure disposed to ensure that the post 38 isfirmly retained thereon.

In a preferred method, each barrier segment 10 is placed at a desiredlocation while empty, and relatively light. This placement may beaccomplished using a forklift, for example, utilizing forklift apertures39. Once the segments are in place, and connected as described above,they can then be filled with water, using fill apertures 39 a as shownin FIG. 3. When it is desired to drain a barrier segment, drainapertures, such as aperture 39 b in FIG. 15, may be utilized.

Now referring in particular to FIGS. 19-21, a second embodiment of awater-ballasted barrier segment 110 is illustrated, wherein likeelements are designated by like reference numerals, preceded by thenumeral 1. This barrier segment 110 is preferably constructed to haveoverall dimensions of approximately 24 in. W×42 in. H×78 in. L, with amaterial thickness of about ¼ inches. As in the prior embodiment, thesedimensions are presently preferred, but not required, and may be variedin accordance with ordinary design considerations. The material of whichthe barrier segment 110 is fabricated is preferably a high densitypolyethylene, and the preferred manufacturing process is rotationalmolding, although other known processes, such as blow molding, may beused.

The illustrated embodiment utilizes a unique configuration to ensurethat an impacting vehicle will be prevented from driving up and over thesegment 110 upon impact. This configuration comprises a saw toothprofile, as illustrated, which is designed into the top portion of thebarrier segment 110, as shown in FIGS. 19-24. The design intent of thesaw tooth profile is to snag the bumper, wheel, or any portion of avehicle impacting the barrier 110 from a direction indicated by arrow114 (FIG. 23) and to deflect the vehicle in a downward direction asindicated by arrow 116 (FIG. 23). The saw tooth profile shape runs theentire length of each section of the barrier segment 110, as shown. Afirst protruding segment or sawtooth 40, forming the sawtooth profile,begins to protrude approximately 20 inches above the ground, and secondand third protruding segments 42, 44, respectively are disposed abovethe segment 40, as shown. Of course, more or fewer sawtooth segments, orclimbing ribs, may be utilized, depending upon particular designconsiderations. The design intent of using a plurality of sawtoothsegments is that, if the first climbing rib 40 does not succeed incontaining the vehicle and re-directing it downwardly to the ground, thesecond or third climbing ribs 42, 44, respectively, should contain thevehicle before it can successfully climb over the barrier 110.

The first embodiment of the invention, illustrated in FIGS. 1-18, iscapable of meeting the earlier described TL-1 crash test, but plasticconstruction alone has been found to be insufficient for withstandingthe impact of a vehicle traveling 70 kph or 100 kph, respectively, asrequired under TL-2 and TL-3 testing regimes. The plastic does not havesufficient physical properties alone to stay together, pocket, orre-direct an impacting vehicle at this velocity. In order to absorb theenergy of a vehicle traveling at 70 to 100 kph, the inventors have foundthat steel components need to be incorporated into the water barriersystem design. Using steel combined with a large volume of water forballast and energy absorption enables the properly designed plastic wallto absorb the necessary energy to meet the federal TL-2 and TL-3 testrequirements at such an impact.

To contain the 70 to 100 kph impacting vehicle, the inventors have usedthe interlocking plastic knuckle design described earlier in connectionwith the TL-1 water barrier system described and shown in FIGS. 1-18 ofthis application. The same type of design principles are used inconnection with this larger and heavier TL-2 and TL-3 water barriersystem, which includes the same interlocking knuckle attachment systemdisclosed in connection with the first embodiment.

The TL-2 and TL-3 barrier system described herein in connection withFIGS. 19-31 absorbs energy by plastic deformation, water displacement,wire rope cable fencing tensioning, water dissipation, and overalldisplacement of the water barrier itself. Since it is known that plasticalone cannot withstand the stringent test requirements of the 70-100 kphTL-2 and TL-3 vehicular impact protocols, internally molded into thebarrier segment 110 is a wire rope cable 46, which is used to create asubmerged fence inside the water barrier segment 110 as shown in FIGS.25 and 26. Before the barrier segment 110 is molded, the wire ropecables 46 are placed inside the mold tool. The cables are made with aneyelet or loop 48 (FIG. 30) at each end, and are placed in the mold sothat the cable loops 48 wrap around the t-pin hole 124 outside diameteras shown in FIG. 27. Preferably, the wire rope cables 46 are eachcomprised of stainless steel, or galvanized and stranded steel wirecable to resist corrosion due to their contact with the water ballast,and are preferably formed of ⅜ inch 7×19 strands, though alternativesuitable cable strands may be used as well. By placing the cables 46around the t-pin holes 124, dual fence posts are created on each side ofthe barrier segment 110, with four cable lines 46 disposed in between,thereby forming an impenetrable cable fence in addition to the waterballast. It is noted that the wire cable loop ends are completelycovered in plastic during the rotational molding process, to preventwater leakage.

By placing the wire rope cable 46 and wrapping it around the t-pin hole124, a high strength area in the interlocking knuckles is created. Whenthe t-pin 126 is dropped into the hole 124, to connect a series ofbarrier fence segments 110, it automatically becomes a steel post bydefault, since the wire rope cable segments 46 are already molded intothe barrier segments. Since the loop of each cable end wraps around thet-pin in each knuckle, the impacting vehicle will have to break the wirerope cable 46, t-pin 126, and knuckle in order to penetrate the barrier.FIGS. 28-30 illustrate how the wire rope cables 46 wrap the T-pin holes124.

The wire rope cables 46 are an integral part of each barrier segment110, and cannot be inadvertently omitted or removed once the part hasbeen manufactured. The current design uses up to five wire rope cables46 per barrier segment 110, as illustrated. This creates a ten pieceinterlocking knuckle section. More or fewer knuckles and wire ropecables may be utilized, depending upon whether a lower or taller barrieris desired. The wire rope fence construction disclosed in connectionwith this second TL-2 or TL-3 embodiment can also be incorporated intothe lower height barrier illustrated and described in FIGS. 1-17. Whenlarge numbers of barrier segments are used to create a longitudinalbarrier, a wire rope cable fence is formed, with a t-pin post, with thewhole assembly being ballasted by water without seeing the cablefencing. FIG. 31 illustrates such a plurality of segments 110,interlocked together to form a barrier as just described. Asillustrated, each barrier segment is approximately 2100 lb when filledwith water.

As the barrier illustrated in FIG. 31 is impacted by a vehicle, theplastic begins to deform and break, water ballast is displaced, andwater is dispersed while the wire rope cables 46 continue the work ofabsorbing the impact energy by pulling along the knuckles and pullingthe series of wire rope cables in tension. The entire area of impactimmediately becomes a wire rope cable fence in tension, holding theimpacting vehicle on one side of the water ballasted barrier.

With reference particularly to FIGS. 32-34, an inventive embodiment ofthe drain aperture 39 b will be more particularly described. Thisparticular feature is applicable to any of the above describedembodiments of the invention. The aperture 39 b is disposed within arecess 50 in a bottom portion of the barrier segment 10. A closure orcap 52 is provided for closing and sealing the aperture 39 b to preventleakage of ballast from the barrier segment 10. The closure 52 issecured in place by means of a series of buttress threads 54 (FIGS. 33,34). The buttress threads 54 are coarse and square cut, with flat edges55, and advantageously function to create a hydraulic seal through theinterference fit between the threads 54 on the aperture 39 b and matingthreads 56 on the closure 52.

The closure 52 comprises, in the preferred embodiment, a plastic plugwhich is threaded into the barrier segment outer wall 12 by means of theinterengaging buttress threads 54, 56, as described above. A sealingwasher on the plug 52 sits, in a flat profile, on the sealing surface onthe barrier wall 12 once the threads are engaged. This flat profileresults in a lower chance of leakage, with no need to over-tighten theplug 52. Advantageously, the unique design results in a much reducedchance of cross-threading the plug when threading it into the wall,compared with prior art approaches, and it is much easier to start thethread of the plug into the barrier wall. Because of the recess 50, theplug 52 is flush or even recessed relative to the wall, which reducesthe chances of damage to the plug during use.

The thread 54 is uniquely cast-molded into the wall, which is typicallyroto-molded. Avoidance of spin-welding, which is a typical prior arttechnique for fabricating threads of this type in a roto-molded device,surprisingly greatly reduces the chance of damage to the barrier andclosure due to cracking and stripping.

Referring now to FIGS. 35-41, yet another modified embodiment of thepresent invention is illustrated, wherein like elements to those in theprevious embodiments are designated by like reference numerals, precededby the numeral 2. Thus, in FIGS. 35 and 36 a barrier segment 210 isshown, which is similar in many respects to barrier segment 110, butdiffers in ways that will be described herein. The barrier segment 210comprises forklift and pallet jack lift points 239 disposed on a bottomedge of the segment, as well as a second set of forklift lift points 239disposed above the first set. A drain aperture 239 b is disposed betweenthe two lower lift points 239. The drain aperture preferably employs thecap and buttress thread features illustrated and described in connectionwith FIGS. 32-34. A fill aperture 239 a is disposed on a top surface ofthe segment, having a diameter, in one preferred embodiment, ofapproximately 8 inches. Advantageously, the fill aperture also comprisesa lid 58, which is molded with fittings designed to ensure water-tightsecurement with an easy ¼ turn of the lid. As illustrated, each barriersegment weighs approximately 160 lb when empty, and approximately 2000lb when filled with approximately 220 gallons of water. The segment 210is approximately 72 inches in length (excluding the lugs), 46 inches inheight, and 25 inches wide.

In the illustrated embodiment, the right side of each barrier segment210 preferably includes five lugs 218, while the left side comprises sixlugs 218. These lugs are configured to be interleaved when two adjacentbarrier segments 210 are joined, as in the prior embodiments, so thatthe pin receiving holes 224 are aligned for receiving a T-pin 226. TheT-pin 226 comprises a T-pin handle 60 at its upper end, and a keeper pin62 insertable through a hole in its lower end, as illustrated in FIG.36. To join the barrier segments 210 together, the T-pin 226 is inserteddownwardly through all of the aligned holes 224. Then, the keeper pin 62is inserted through the hole in the lower end of the pin 226, to ensurethat the T-pin cannot be inadvertently removed. In a preferredembodiment, the diameter of the T-pin is approximately 1¼″.

Stacking lugs 64 are disposed on the top surface of each barriersegment, and corresponding molded recesses 65 are disposed in the lowersurface of the barrier segment 210. Thus, as shown in FIGS. 42 and 43,the barrier segments 210 may be stacked vertically, with the stackinglugs 64 on the lower barrier segment 210 engaging with their counterpartstacking recesses 65 on the upper barrier segment 210. Two barriersegments, stacked vertically, have a total height of approximately 87inches, in one preferred embodiment.

One significant difference between the embodiment of FIGS. 19-31 and theembodiment of FIGS. 35-41 is the particular design of the sawtoothsegments 240, 242. As is evident from inspection of the various figures,the latter embodiment retains substantially flat barrier side walls,with recesses into which the sawtooth segments extend, in an upwardslanting direction, as shown. The resulting anti-climb function issimilar to that of the FIGS. 19-31 embodiment, but the manufacturingprocess is greatly simplified. In one preferred embodiment, the angle ofslant of each sawtooth segment is approximate 43 degrees.

Now, with reference particularly to FIGS. 37-41, details of theinnovative wire rope cable system are illustrated. In this embodiment,an insertion sleeve or bushing 66 is molded into each lug or knuckle218. The bushing 66 is preferably cylindrical, and its interior diametercomprises the pin receiving hole 224 of the corresponding knuckle 218 inwhich the bushing is molded. The bushing 66 is preferably comprised ofsteel, though other suitable materials may be employed. As in priorembodiments, the wire rope cables preferably comprise ⅜ inch 7×19galvanized steel cable, though other suitable materials may also beutilized. Because of the advantageous molding techniques of the presentinvention, which causes the cables 246 to be completely encapsulated inmolded plastic, stainless steel need not be used. The inventors havefound that braided carbon steel is stronger. Both the bushing 66 and thecable 246 is preferably hot-dipped galvanized.

Each end of the steel cable 246 is extended around the bushing 66 toform eyelet or loop 248, and secured to the remaining cable 246 by aswage or clamp 68. The bushing 66 is sized to allow it to be insertedinto the mold prior to molding. The assembly illustrated in FIG. 38 isthen placed in the barrier segment mold (not shown), together with theother similar assemblies, preferably four, as shown in FIG. 36, so thatcorresponding knuckles 218 on each side of the barrier are tied togetherby a wire rope cable assembly 246. The cables are relatively taut whenplaced into the mold. When the rotational molding process is completed,including the cooling of the barrier segment, the cables become slack.The amount of slack contributes to the effectiveness of thebushing-cable assembly during an impact by allowing the plastic and thewater to absorb some of the impact energy before the cables are engaged.The bushing and a portion of the cable become encapsulated in plastic asa result of the molding process, forming an integrally molded-in,leak-proof connection.

In a preferred configuration, the bushing 66 comprises steps 70 at thetop and bottom ends thereof. The bushing 66 is approximately 3⅛″ inlength, with a 1½″ ID and a 1¾″ OD. The steps 70 are preferablyapproximately 0.095 inches, and serve to create an edge for plastic toform an extra thick layer around the top and bottom sections of thebushing during the molding process. By creating the thicker plasticlayer in these portions, the sleeve edge design inherently preventswater from leaking at these top and bottom edges. This thicker plasticlayer prevents water seepage from occurring between the steel andplastic mating surfaces. The entire assembly of a wire rope cable 246and, on each end, a clamped loop 248 and bushing 66 is approximately77½″ in length when taut, from the center of one bushing to the centerof the other.

An actual vehicular impact produces the following energy absorbingactions:

1. One or more of the high density polyethylene (HDPE) barrier segmentswhich are impacted burst;

2. The water in each burst section is released and dispersed over a widearea;

3. The cables 246 are engaged and prevent breaching or climbing of thebarrier;

4. Many segments 210 of the barrier remain assembled together, but aremoved during the impact. They are either dragged closer to the point ofimpact if they are in tension, or pushed away if they are incompression.

It should be noted that relatively few barrier segments 210 will burst,depending upon the severity of the impact. Many segments will move andwill be undamaged or have minor leaks which are readily repaired.

The bushing 66 serves several advantageous purposes. First, it is asignificant contributor to a process that is easier to manufacture andproduces no leaks when the barrier segment 210 is completed during themolding process. Also, during impact, the bushing spreads the impactload that is transmitted from the steel cables 246 to the knuckles 218,and the load is further transferred to the connecting pin 226. Thisensures that the assembled barrier, comprised of a plurality of segmentswhich are joined together, as shown in FIGS. 7, 8, 12, 13, 18, and 31,for example, will not be breached during an impact. Moreover, thelocation of the cables 246 prevents a vehicle from climbing over thewall during an impact. Crash tests conducted on the inventive barriersystem demonstrate that the displacement of barrier walls formed ofassembled barrier segments 210, upon vehicular impact, are displacedsignificantly less than is the case with competing prior art products.This is a considerable advantage, in that clear space behind the barriercan be substantially less, meaning that less of a roadway requiresclosure.

Another modified embodiment of the inventive concept may comprisebarrier segments 210, molded in 3 foot lengths, with lug connections andcables, as shown and discussed above, for the purpose of functioning asa barricade end treatment. In this embodiment, the T-pins 226 extenddownwardly through the connection lugs 218 and bushings 66, to ground.Such a device comprises a non-gating device, because, with the cableconnections, a vehicle cannot get through it. This embodiment maycomprise a cast “New Jersey” barrier wall, wherein one end is squaredoff. In this embodiment, female sockets are molded internally on thesquared-off end, and sized the same as the male lugs on the other end,so that they fit together for reception of a drop or T-pin. Thisembodiment results in a flush connection between two adjoining barricadesegments 210, which means there is no surface interruption and norelative rotation between those barrier segments. As noted above, theT-pin extends to ground, and into a hole drilled into the ground, sothat there is no wall translation, thus creating the non-gating barrier.

It is noted that there is no requirement that the barrier segment 210 beballasted with water. Alternative ballasts, particularly if dispersible,may be utilized. It is also within the scope of the invention,particularly if a particular segment 210 is to be used as an endtreatment, to fill the segment with foam. The foam would be installedduring the manufacturing process, and the fill and drain apertures couldbe eliminated. The cables 246 would still be used.

Accordingly, although an exemplary embodiment of the invention has beenshown and described, it is to be understood that all the terms usedherein are descriptive rather than limiting, and that many changes,modifications, and substitutions may be made by one having ordinaryskill in the art without departing from the spirit and scope of theinvention.

1. A barrier segment which is hollow and adapted to be filled with afluent material for ballast, comprising: a molded plastic containerhaving outer side walls defining an interior volume and having a firstend and a second end; a plurality of connecting lugs disposed on each ofsaid first and second ends, so that a plurality of barrier segments maybe joined together; a length of metallic cable molded within said moldedplastic container, so that most of the length of metallic cable isentirely disposed within said interior volume, along substantially anentire length of said container between said first and second ends; anda metallic bushing insert molded into one of said connecting lugs on thefirst end of the barrier segment to form a channel through which a pincan be extended to secure the lug to another lug, wherein an end of saidmetallic cable is attached to said metallic bushing, said metallicbushing comprising an enlarged step at each end thereof and beingencapsulated in molded plastic, to form an integrally molded-in,leak-proof connection.
 2. The barrier segment as recited in claim 1,wherein said metallic cable comprises wire rope cable.
 3. The barriersegment as recited in claim 2, wherein said wire rope cable comprises aplurality of strands.
 4. The barrier segment as recited in claim 1,wherein said metallic cable comprises galvanized steel.
 5. The barriersegment as recited in claim 1, wherein a second end of said length ofmetallic cable is connected to a second metallic bushing insert moldedinto a connecting lug disposed on the second end of the barrier segment.6. The barrier segment as recited in claim 1, and further comprisingadditional lengths of metallic cable, wherein there is a length ofmetallic cable connected between each pair of opposing lugs on the firstand second ends of the container.
 7. The barrier segment as recited inclaim 1, wherein the end of the cable is wrapped about a periphery ofthe metallic bushing and connected to the cable to form a loop of cablesecuring the cable to the bushing.
 8. The barrier segment as recited inclaim 7, wherein the end of the cable is clamped to the remaining cableto secure the loop of cable in place about the metallic bushing.
 9. Thebarrier segment as recited in claim 1, wherein the molded plasticencapsulating the bushing is thicker around each of said enlarged stepsthan around remaining portions of the metallic bushing.
 10. The barriersegment as recited in claim 1, wherein the metallic cable is completelyencapsulated in molded plastic, so that ballast within said interiorvolume does not contact the metallic cable.
 11. The barrier segment asrecited in claim 1, said outer walls having a plurality of sawtoothsegments disposed thereon, which are arranged in spaced relationvertically and extend inwardly and upwardly in order to deflect vehiclesimpacting the barrier segment in a downward direction.
 12. The barriersegment as recited in claim 1, said outer walls having a plurality ofsawtooth segments disposed thereon, which are arranged in spacedrelation vertically, said plurality of connecting lugs each comprising aradiused edge and extending substantially across an entire width of eachof said first and second ends, so that the radiused edge of eachconnecting lug blends into each of said outer side walls, and whereinsaid plurality of sawtooth segments are each shorter than a full lengthof said barrier segment so that there is space on each end of each outerside wall to accommodate the blended radiused edges of each connectinglug.
 13. The barrier segment as recited in claim 1, wherein said lengthof metallic cable is slack prior to impact of a vehicle with saidbarrier segment.
 14. The barrier segment as recited in claim 1, andfurther comprising: a plurality of stacking lugs disposed in spacedrelation on a top surface of said barrier segment; and a correspondingplurality of stacking recesses disposed in spaced relation on a bottomsurface of said barrier segment, wherein when two of said barriersegments are stacked vertically, the stacking lugs on the bottom barriersegment engage with the corresponding stacking recesses on the topbarrier segment.
 15. A method of making a barrier segment for use increating a roadside barrier system, the method comprising: disposing aplurality of wire rope cables, each of which are connected on an endthereof to a metallic bushing, within a mold tool; and using the moldtool to mold a plastic hollow container, the molding step forming alayer of plastic encapsulating each bushing and the end of eachrespective wire rope cable connected thereto to form an integrallymolded-in, leak-tight connection, and further forming a layer of plasticencapsulating each length of wire rope cable so that they cannot be indirect contact with surrounding ballasting material within the plastichollow container; such that, when the molding step is completed, thewire rope cable and bushing assemblies are irremovably disposed withinsaid plastic hollow container.
 16. The method as recited in claim 15,and further comprising a step of swaging the end of the wire rope cableto said metallic bushing, thereby forming a cable loop around aperiphery thereof, and a further step of swaging an opposed end of thewire rope cable to a second metallic bushing, thereby connecting thesecond end to said second metallic bushing and forming a second cableloop around a periphery thereof.